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rHILo MALTBY, or CLEVELAND, omo, AssICNoE CE Two-rHIEDs rro L. G. EINE,or wAsHINCroN, DIsTEIC'r or COLUMBIA, AND FRANK D.

MALTBY, OF NEW YORK, N. Y;

SPECIFICATIN forming part of Letters Patent No. 333,419, dated December29, 1885.

Application filed June 9, 1885. Serial No. 168,107. (No model.)

To all whom it may concern.-

Be it known that I, PHILO MALTBY, a citizen of the United States,residing at Cleveland, in the county of Cuyahoga and State of Ohio, haveinvented certain new. and useful Improvements in Reversing-Valves, ofwhich the following is a specification, reference being had therein tothe accompanying drawings.

This invention relates to certain improvelo ments in reversing-valvesfor steam-engines; and it is particularly adapted and designed for thatclass of engines known as marine propellers,77 although it is applicableto other engines in which it is required to reverse the motion. In thisclass of engines as heretofore constructed the reversing mechanism hasconsisted of the usual linkgearing, requiring double eccentrics andeccentric-straps and valve actuating mechanism, which renders thevalve-shifting mechanism extremely complicated and expensive.

My invention has for its object to provide for quickly reversing theengine or stopping the same by means of a single valve, therebydispensing with the complicated mechanism heretofore found necessary forthe purpose.

In the accompanying drawings, Figure l represents a perspective view ofmy improved engine entire: Fig. 2, an end elevation of the 3o same; Fig.3, a horizontal sectional view taken on the line a: m of Fig. 2; Fig. 4,a detached horizontal sectional view of the feed-valve and a portion ofits valve-casing; Fig. 5, a top view of the engine, showingthe lever andsegment for regulating the position of the feedvalve. Fig. 6, a sideelevation of the engine, showing the outer portion of the casing of thefeed-valve removed and the said valve in position to stop the motion ofthe engine; Fig. 7,

4o detached views of. portions of the feed valve chest, showing theports leading from the same; Fig. 8, a vertical sectional view of theengine cylinder and its valvechests and valves; Fig. 9, an end elevationof the engine,

taken opposite to the elevation shown in Fig.

2 of the drawings; Fig. 10, a detached sectional view showing thevalve-chest arranged to take the live steam at its ends; Fig. 11, a

detached sectional view of a connection or clamp, whereby the valve-rodis connected 5o with a reciprocating guide-rod; Fig. 12, adetached viewof the clamps on the valve-rod; Fig. 13, a detached perspective view,partly in section, of the feed-valve, showing the ports of the same; andFig. 14, a detached side view of one of the segment-levers and itsvalve-connecting mechanism,whereby provision is made for changing thelead and throw of the induction and eduction valves of the engine.

Referring to the drawings, A designates the 6 piston, and Bfthe mainshaft, the two having the ordinary crank-connections, b. The pistonworks in a cylinder, G, formed in a body,

C', supported by standards upon a base,which also forms ajournal-bearing for the main shaft 6,5 B. These parts, except the bodyC', are of ordiuary and approved construction. The body C', by cap C3,forms upon one side of the cylinder a valve.- chest, G2, and upon theother side of the cylinder, by caps G5, a valve-chest, 7c C6. 'In oneside face of the body, by a cap, G4, is formed a chamber, D, whichreceives they reversing-valve E.

Formed in the cylinder-body G is a vertical steam-chamber, c, whichconnects with the valve-chamber D upon one side by a central port, G2,and with the valve-chest C6 upon the other side by ports f and f, whichextend through the caps F and F', respectively, above and below, as seenin Fig. 10. A central 8o port, c3, connects the valve-chest D with thevalve-chest G2, and each of the valve-chests is connected with thecylinder above and below by ports c4, Fig. 8. Seated within the chest Dis the valve E. This valve is both a throttle feed and reversing valve.lt is formed withacentral exhaustport, e, the rear area of which isslightly larger than the seat between the ports c2 c3, so as to exhaustfrom both simultaneously when 9o the engine is not working and relievethe parts from strain. In its face is also formed a rectangular recess,which serves as la passage for live steam. It is composed of twohorizontal ports, e', connected by vertical 95 ports e2, and these portshave no connection with the exhaust. The ports c2 c3 are so arrangedrelatively to the valve passages e e2 that when the exhaust-port e is inthe position l and by mea-ns of vertical and horizontal ports e3 e intothe valve-passages e' e", and the exhaust-port e has a flaring mouth,which insures its registration with an exhaust-port, d', whatever may bethe adjusted position of the valve. The stem E of the valve Eextends upth rough the casing, and carries a ratchet-lever, E2, which, engagingwith a toothed segment, E3, allows the valve E to be conveniently Asetin three positions-namely, first, in thecenter to shut ott' the livesteam and stop the engine, as seen in Fig. 3; second, to throw the livesteam into the valve chest C, through the port c3, to start the engineahead; and, third, to throw the live steam into the Valve chest C,through the port c2, to reverse the engine.

It will be observed that when the live steam is thrown into thevalve-chest C it enters said chest at both ends by passing through theports f f from the vertical chamber c, and the exhaust is carried onfrom `the 4center of the valve-chest Cl through the ports c3 e d.. When,however, the engine is running reversely, the live-steam is inductedinto the center of the valve-chest G2, and is exhausted from the ends ofthe chest C6 through the ports and passages fj", c c2, e, and d.

I attach importance not only to the simplicity and eiiciency of thismechanism for starting, stopping, and reversing the engine by the propermanipulation of a single valve, but also, and moreparticularly, to theconvenience with which the change can be wrought as contradistinguishedfrom the two valves ordinarily used for a cut-off. The valve S operatesin the chest Cl and the valve S in the chest C, Both these valves S andS are, `by mechanism yet to be described, thrown simultaneously in thesame direction, but one at a greater speed than the other, as willpresently appear. The ports c* are differently inclined, as seen in Fig.8, so that while their openings into the cylinders are upon the samerespective planes their openings within lone valvechest are much nearertogether than in the from the cylinder.

other chest. This is made necessary in order to admit the steam into theends of the valvechest G6.

I move my exhaust-valve the fastest, and, instead of giving this valve alead in order to promptly get rid of dead steam, l am enabled to set myvalves alike, and by giving a quicker motion to the exhaust-valve Iprovide for the proper exhaust without even enlarging the exhaust-ports.When the ports c* are closed by the valves S S', the pressure from thecylinder would act strongly against the valve to force it over to thesideof its seat farthest I provide to balance the valves from thispressure by forming in the walls of the chests opposite each -port c* ablind port, c", of the same area as the port e4; andto each of theseblind port c5 is led toward the ends of its chests a shallow way,c.Hence, when the valve head or plug covers aport, c, the pressure fromthe cylinder is balanced by steam in the blind ports c5, which isadmitted through the way'c", and, as the plug uncovers either port c, italso uncovers an equal area of the blind port 0". of each blind port isslightlygreater than that of the port c* opposite, the effect will be tohold the valve to the port with a gentle influence sufficient to causeetiicient working. The valve-rods s s of the valves S S work throughseparate stutiing-boxcs S", which maybe adjusted upon the cap F' tocompensate for wear between the valve and its seat, the several holesbeing made larger than Ithe contained bolt or rod for that purpose. Thepiston-heads S are adjustable upon the lrods s by a clampnut, S, onehalf of which is made integral with the piston-head and the other loose,and secured thereto by bolts S5. By this means the nut S4 may beloosened by simply unscrewing the bolts S5, in contradistinction tosolid nuts, which, ifV rusted iu their threads, have to be forciblyloosened in order to move the head. The same construction may be usedwith the threads omitted.

I provide each of my caps C* C4 C5 with a valves S S or E, l loosen upthe bolts and take out one or more of the sheets. The sheets are markedS8.

I will now briefly describe the means which I employ for varying thefeed and exhaust at will. These means per se will be made thesubject-matter for a separate application, and

are only shown and described in this application to make the relationand advantages of the other parts of the engine clear.

Secured upon the shaft B is an: eccentric, K, having a strap, I, whichbya rod, Kis connected to a block, L, adapted to be moved along ineither direction upon a radius-arm, M, by a crank and toothed disk, R,journaled in the block L, and having its teeth or pins r engage a seriesof holes or recesses, m, formed in the upper edge of said radius-arm.The arm M is rigid with a rock-shaft, N, journaled in bearings P, andthis rock -shal't extends along the engine and projects beyondthe linevtric connections, is given regular motion withl the rock-shaft N for acenter.

Loosely hung uponthe rock-shaft N, adja-` cent to the radius-arm M, is aradius-arm, O, which carries a block, Q, the said blockrbeing, connectedby a pitman, T, with a sliding plate,

If the area rio T, moving in-guides t, formed upon the rear of theengine. At the lower end of the slide T is adjustably secured an arm, T,which embraces the guide at one end, and is secured thereto byasetscrew, t2, and at the other end has a hole, t3, through which isprojected the lower end of the stem s of the valve S. The hole t3 in theconnectingarm T2 is slightly larger than the valve-stem s, and said stemand arm are held together by peculiar clamp-nuts U, having lugs u, whichare held adjustably together by screws u. The free end of the valveradius O operates through aslot,n, formed in the end plate, V, carriedupon the end of the radius-arm M, and a clamp or screw, v,allows the endof the valve radius O to be adjusted in the plate V at will. The block Qmay be moved along on the valveradius O by an elbowlever, Q', looselyhung on the shaft N, and having secured to its vertical arm a toothedrod, Q2, the teeth q of which engage a horizontal bolt or pin, q', inthe block and allow the said block to be moved in either direction.

To operate the valve S', which is located at the front of the engine, Iemploy asimilar slide, T4, movingin guides t, which,by a block, Q, isadjustably connected by a link, T5. to a valve radius, O', hunglooselyon the shaft N, and 4 having its free end working loosely inaslot in the plate V, carried on the straight arm M', and adj ust-ablyset therein by a set-screw or clamp, o3. Now, it will be observed thatgreater or less throw may be given the valves by moving the blocks Lupon the arms M. It will also be seen that by moving the block Q on thevalve radius O and block Q on the valve radius O I can further adjustthe feed or exhaust at will; but in case the range of' such adjustmentsare not sufcient, and I ind them insufficient for all the purposes ofthis invention, I have a still further adjustment in the means c c3 inthe platesV V,which allows the throw ofthe valves radius-arms O and O tobe adjusted independent of t-he action accruing from the rock-shaft andits arms M M, and by this means I can at a moments notice change thelead of the valve.

In practice, and running at a speed of, say, one hundred revolutions perminute, a proper adjustment of the exhaust will prevent pounding; butthat adjustment will not prevent pounding if the speed is quickened to,say, four hundred revolutions per minute. I allow the engineer to adjustboth the lead and the exhaust so as to use dead steam as a cushion,

and by a slight manipulation of the parts described to so regulate theexhaust as to instantly meet any emergency which may follow a change ofspeed. If the engine labors, he may readilyincrease its exhaust; if itpounds, he may quickly choke the exhaust, all being done while theengine is running.

While I prefer to cushion the piston with exhaust-steam,it will beobvious from my construction that I may adjust to use live steam forthis purpose, if it should be desirable.

A'erating it to start, stop, or reverse the action,

and valves working in said chests actuated by a single eccentric,whereby when live steam is fed through one chest the exhaust is beingcarried on through the other, as set forth.

2. A steam-engine havinga valve-chest upon opposite sides of its maincylinder, and steam-ports arranged to lead the live steam to the ends ofone of such chests, or to the center of the other,according to theposition of a single throttle feed-valve, and valves, as S S',

operating in said chests to feed live steam` through one chest while theexhaust is being carried on through the other, as set forth.

3. In an engine, substantially as described, a throttle feed-valve, asE, having a continuous live-steam passage, as e e2, and anexhaust-passage, e, passing centrally through the valve within thelimits of the steam passage e e2, as set forth.

4. In an engine, substantially as described, the combination, with theValvechest D, having steam-ports c2 c3, of the valve E, having passagese e, and exhaust-passages e, slightly larger than the seat between thesaid ports c2 c3, wherebywhen the live steam is cut off the cylinderexhausts from both sides, as set forth.

5. In a steam-engine, substantially as described, the cylinder-body Cand caps C3 C4 G5, arrangedto form valve-chests C2 Ci D, and having portc3, connecting the valve chest with the central portion of valve-chestO2, thev vertical chamber c, the port c2, connecting the said chamberwith the chest D, ports f f, leading therefrom to the ends of the chestC, and ports c4, connecting both valve-chests C2 Cs with the cylinder,all adapted to serve with a single throttle feed-valve and with valves Sand S, as set forth.

6. The combination, with the cylinder-body C' and caps C3 C G5, arrangedto form valvechests C2, C, and D, of the packing S8, formed of thinsheets of soft metal clamped between the caps and body at theirbearings, as set forth.

In testimony whereof I affix my signature in presence of two witnesses.

PHILO MALTBY.

Witnesses:

J. R. NOTTINGHAM, WILLIAM FITCH.

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